Dubai to Paris by private jet takes about 7 h 02 over 5,246 km, Dubai International to Paris Le Bourget, normally on a long-range jet. Indicative price from €55 800 for the whole aircraft, one way. We quote against your dates within 30 minutes and the operations desk answers around the clock on +357 95 119759.
Seven hours westbound, one aeroplane, one crew, and nothing to change in Istanbul or Frankfurt. On this direction the interesting part comes before the wheels move rather than after they stop: if your aircraft has been waiting in Dubai for more than a day, it is almost certainly standing at Al Maktoum rather than at Dubai International, and that is a rule of the airport rather than a choice of ours.
REQUEST A QUOTEYou are flying into the largest business-aviation airport on the continent. Le Bourget recorded 55,751 movements in 2023, first in Europe ahead of every other field (EBAA 2023), and it takes no scheduled traffic whatsoever - so the arrival ends in a walk to a car rather than in a terminal. The EBAA tables stop at the edge of Europe, which is why no comparable count appears here for the Dubai end; we would rather print nothing than print something we cannot source. The distance settles the aeroplane on its own. At 5,246 km this is past the reach of every midsize cabin and routine for a long-range one, which is why three types are discussed below instead of a dozen. It is also the slower half of the pair: upper winds over the Middle East and Europe blow predominantly from the west, so westbound normally flies into them while the return has them behind. That is an expectation drawn from the prevailing pattern, not a measurement of your flight.
The arrival needs no shortlist. Paris business aviation lands at Le Bourget, and the only reasons to look elsewhere are a fully committed handling agent in a peak week or an onward scheduled flight. The departure is the part of this pairing that has a decision inside it, because Dubai has two fields open to business jets and which of them your aeroplane is sitting at is settled by the airport's rules rather than by anybody's preference.
| Airport | Codes | Role | What that means for you |
|---|---|---|---|
| Dubai International | DXB / OMDB | Departure | The departure recorded for this route in our own route data, and the point every kilometre and minute on this page is measured from. Business aviation works clear of the scheduled concourses, with customs and immigration available at any hour, so a departure at four in the morning is a question of scheduling rather than of what is open. The field is slot-coordinated at level 3, which on a short-notice request is usually the item that has to be solved first. And if the aeroplane has been parked here for more than a day it will have been moved - see below. |
| Paris Le Bourget | LBG / LFPB | Arrival | Where the sector ends, and the busiest business-aviation airport in Europe: 55,751 movements in 2023, more than any other field on the continent (EBAA 2023). It handles nothing but business aviation, so there is no airline schedule to be fitted around and no scheduled terminal to cross, and several handling agents compete for the arrival - which is the practical reason the ground time here is measured in minutes. It is also the closest airport to central Paris. One week a year is worth flagging: during the Paris Air Show the constraint stops being anything in the air and becomes Le Bourget's own ramp. If your dates fall inside it, say so early. |
| Orly, and Charles de Gaulle | ORY / LFPO, CDG / LFPG | Arrival alternatives | Orly lies south of the city and earns its place on two grounds: an address in the southern suburbs, or a peak week in which Le Bourget handling is genuinely booked out. Charles de Gaulle we use for one purpose only - when a passenger is connecting onward to a scheduled intercontinental flight and the walk between the two matters more than the drive into Paris. Neither is a default, and neither is what the figures on this page are calculated to. |
Airport coordinates and codes: OurAirports open dataset, retrieved 23 August 2026. Distances calculated great-circle. Movement counts: EBAA 2023 via Private Jet Card Comparisons, 4 June 2024.
Two Dubai airports take business jets, and on a departure the live question is not which one we would pick but which one your aeroplane is already standing at. The second is Al Maktoum International (DWC / OMDW), twenty nautical miles south-west of the city. It runs around the clock, it has customs and immigration of its own, and its 4,500 m runway takes aircraft considerably larger than the three types further down this page.
Two rules put an aircraft there instead, and our preference is not among them. The first is the slot: Dubai International is coordinated at level 3, meaning demand on the schedule exceeds what the field can absorb and no movement happens without an allocated slot, while Al Maktoum sits at level 2, where a slot is agreed rather than rationed. The second is parking, and on a stay of several days it is normally the one that decides. Dubai International's own conditions of use oblige a business jet left on the ground there beyond twenty-four hours to be relocated to Al Maktoum. Read that from the departure side and it is simple: if the aircraft that brought you in has been waiting all week, plan the flight home out of Al Maktoum and treat Dubai International as the exception rather than the rule.
For the flying it changes nothing. The two fields are under ninety seconds apart at cruise, comfortably inside the error of any estimated flight time, and the 5,246 km printed above is measured from Dubai International. For the drive to the aircraft it changes a good deal, and not in the direction people assume: Al Maktoum is the shorter run from Dubai Marina and the Palm, and the longer one from Downtown and the financial district. Give us the address you are leaving from and we will tell you which field costs you less of the morning, rather than the one that reads more tidily on a page.
Slot levels and airport data: AIP United Arab Emirates, AD 2 OMDB and AD 2 OMDW, AIRAC cycle 2026-P06, effective 6 August 2026. Twenty-four hour ground-time rule: Dubai Airports Conditions of Use, paragraph 3.13(j).
Range draws up the shortlist and everything else argues over what is left. A midsize cabin will not cross 5,246 km without stopping, and a technical stop turns a seven-hour flight into most of a working day plus a fuel bill at an airport nobody chose. All three types below do it in one leg, westbound, with the wind more likely against them than behind - which is exactly why the margin these cabins carry matters rather than being a boast.
Our fleet page lists 13 to 19 passengers, and this is the first type we put forward when the party is large or when the same aeroplane has to bring everybody back. Over 5,246 km against the wind it is still well short of its limits, so nobody has to choose between the last two passengers and the luggage.
See the Gulfstream G550 ›Listed at 13 to 14 passengers on our fleet page, in a cabin quieter than that seat count implies. It is the type people ask for when the seven hours are meant to be worked rather than slept through, which on a westbound departure out of Dubai is the commoner intention. The cabin communications fit differs from aeroplane to aeroplane, so ask about the specific aircraft rather than the type.
See the Global 5000 ›Listed at 13 to 16 passengers. Three engines instead of two, which some passengers weigh over desert and water and others never consider. It also takes shorter runways than the other two - which matters little at either end of this sector, where the runways are among the longest either city has, and a good deal if the trip carries on somewhere smaller in Europe afterwards.
See the Falcon 7X ›All three types have their own pages on this site. Passenger figures above are taken from those pages, not from a manufacturer brochure.
From €55 800 one way. Indicative starting price for this route, rounded down. The date, the aircraft actually available and airport fees move it — tell us your dates and we confirm within 30 minutes.
That number comes off our own distance curve rather than out of a price list, and it is worth seeing the working. The published routes either side of this one sit at 5,169 km for €54 900 and 5,500 km for €58 900. At 5,246 km Dubai to Paris falls between the two, and we round the result down. No published price for this exact city pair has reached us from a source we would be prepared to reprint, so treat the figure as a floor and not as a quotation.
What actually moves the number on a sector this long is not the airport bill. Over seven hours the flying is the invoice: the hourly cost of the aeroplane, the crew duty day, and the positioning legs at each end. The first question is therefore where the aircraft starts. One that is already in the Gulf - most often because it flew a party out there and is waiting - prices quite differently from one that has to be flown down empty to collect you, and in the Gulf high season the gap widens, because that is when the European long-range fleet is worth more in the Emirates than at home. The second question is the shape of the return. If you are coming back inside a few days, keeping the aircraft and crew with you in Paris usually beats two separate one-way sectors, and at this end the parking is straightforward in a way it is not in Dubai: Le Bourget has ramp capacity to hold an aeroplane where Dubai International would require it to be moved after twenty-four hours. Send us the whole trip, not just the outbound date.
Published market rates for long-range jets in Europe run from about 8,500 EUR an hour at the bottom of the published range to 20,100 EUR an hour at the top; dollar-quoted sources put the same class at 12,000 to 17,000 USD an hour. Those are published market rates collected from broker price pages in August 2026, not our rates, and they are shown only so that you have something to measure a quotation against.
Neither end of this pairing runs on a ski calendar, which is what makes it behave unlike the Alpine sectors published elsewhere on this site. Two separate rhythms govern it instead: Paris works to a business year with a hole in August, and the Gulf runs the opposite way round, drawing European aircraft towards it in winter and sending them back in summer. Read westbound, that second rhythm decides how much competition you have for the aeroplane.
| Period | What happens | What to do |
|---|---|---|
| March to June | The heaviest business months in Europe, and the arrival end is at its busiest. Le Bourget is working hard throughout, and the Paris Air Show falls inside this window - during that week the ramp at Le Bourget rather than anything airborne is the limit. | Two to three weeks is usually enough, and longer if your dates touch the Air Show. Ask for the handling to be confirmed as well as the aircraft; at this end those are two separate confirmations. |
| July and August | Paris empties in August and the traffic into it thins with the city. EUROCONTROL's analysis of European business flying found a pronounced July-August trough with June and September the genuine peaks. At the same time Gulf traffic in these months tends to run towards Europe rather than away from it, so the spare capacity in the system is pointing the same way as you are. | The easiest weeks of the year to fly this direction, and the most realistic for short notice. Worth asking about a discounted repositioning leg in the same call. |
| September to November | The second business peak at the Paris end, with conference and exhibition traffic sitting on top of the ordinary corporate flow. | One to two weeks. Watch the weeks when Le Bourget is hosting an event of its own - on this direction that is an arrival-end problem, and it shows up as handling and parking rather than as price. |
| December to February | The Gulf high season at the departure end. Long-range aircraft with European bases earn more in the Emirates during these months than they do at home, so what is standing in Dubai is busy - but the flow it is busy with runs the other way, which means the leg back to Europe is often the empty one. | Three to four weeks for a firm booking, and the best window on this pairing for asking about an empty leg westbound. Expect the price to be settled before the tail number is. |
Movement counts: EBAA 2023 as published by Private Jet Card Comparisons, 4 June 2024. July-August trough: EUROCONTROL, "Getting to the Point: Business Aviation in Europe", Trends in Air Traffic vol. 1. The seasonal shape above is read from the two ends of the pairing as our own Paris and Dubai route pages describe them, not from a published seasonal index for this city pair.
Le Bourget is the best-connected business-aviation field in Europe, so for most parties arriving from the Gulf it is the middle of the trip rather than the end of it. These are the continuations that come up.
The run down to the Cote d'Azur, and the commonest second leg out of Le Bourget. Under an hour and a half in the air, on a much smaller aeroplane than the one that brought you from Dubai.
Paris to Nice ›Under an hour across the Channel, and the sector most often flown out and back inside a single working day. The decision there is which of the three London fields is nearest the meeting.
Paris to London ›North Italy on the same day you arrived from the Gulf, if the diary demands it. The aircraft that carries you on will not be the one you flew in - and it does not need to be.
Paris to Milan ›Tell us your dates and how many of you there are. Your dedicated flight advisor will come back with aircraft options and a firm price.
All published routes are listed on the route index. Also useful: the fleet, current empty legs, jet sharing.